System and method for operating a service to arrange transport amongst parties through use of mobile devices

ABSTRACT

A system and method are described for enabling transportation to be arranged for individuals carrying handsets or mobile devices. In some embodiments, a customer can transmit a request for transport from a given customer geographic location. A service may handle the request by selecting a driver for the customer.

RELATED APPLICATIONS

This Application is a Divisional of U.S. patent application Ser. No.12/928,254, filed Dec. 6, 2010; which claims benefit of priority to U.S.Provisional Patent Application No. 61/266,996, filed Dec. 4, 2009; allof the aforementioned priority applications being hereby incorporated byreference in their respective entirety for all purposes.

TECHNICAL FIELD

Embodiments described herein pertain generally to a system and methodfor operating a service to arrange transport amongst parties through useof mobile devices that are carried by the respective parties.

BACKGROUND

Current fleet management systems employed for taxi and limousine fleettypically utilize onboard metering devices, radios, and cell phones todispatch drivers and monitor fares. Such systems typically are notcommunicative to customers that are waiting for pickup. Furthermore,little information is tracked about individual fares. Moreover,conventional approaches rely on the customer making payment directly tothe driver, by credit card or cash.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 illustrates a system for enabling transport to be arrangedbetween parties that are at different geographic locations, according toone or more embodiments.

FIG. 2 illustrates a mobile computing device that can be used by eithercustomers or respondents, in implementing a system such as describedwith FIG. 1.

FIG. 3 illustrates components for implementing a service, such asdescribed with other embodiments.

FIG. 4 illustrates a process for programmatically transferring fundsfrom a customer to a relevant transport party as a mechanism forcompensating the transport party, according to an embodiment.

FIG. 5 illustrates a process for enabling fee splitting amongst multiplecustomers that share a transport, according to one or more embodiments.

FIG. 6 illustrates a method for processing data determined frommonitoring transport amongst parties located at different locations,according to one or more embodiments.

FIG. 7A through FIG. 7F illustrate examples of a series ofuser-interfaces that are displayed to a customer as transportation isrequested and provided, according to an embodiment.

FIG. 8A through FIG. 8F illustrate examples of a series ofuser-interfaces that are displayed to the driver/respondent whenaccepting and providing transport to a customer, according to anembodiment.

DETAILED DESCRIPTION

A system and method are described for enabling transportation to bearranged for individuals carrying mobile devices (e.g. handsets). Insome embodiments, a customer can transmit a request for transport from agiven customer geographic location. A service may handle the request byselecting a party to provide transport to the customer. According tosome embodiments, the pairing of the party to the customer requestingthe transport is performed programmatically and/or automatically, basedon parameters such as the location of the driver (or a vehicle of thetransport party).

Some embodiments provide that a location of the customer is communicatedto a service and/or driver using programmatic resources of thecustomer's handset.

According to embodiments, individual drivers may be selected asrespondents to a customer request, whom in turn have the option toaccept the assignment. Once a driver (or alternatively, transport party)is selected and has accepted the assignment, information about thedriver (e.g. the location of the driver when the fare was accepted, apicture of the driver, his rating etc.) may be communicated to a deviceof the customer (e.g. to the customer's handset). The driver may also beprovided information about the customer (e.g. the picture of thecustomer, the customer's rating, the customer's precise location).

Additionally, some embodiments provide that the customer is providedupdates as to the location of the vehicle of the driver en route to thecustomer. The updates may be provided in real-time or near-real time, toreflect the progression of the driver towards the customer.

Among other benefits, embodiments recognize that transport servicesoften have vehicles that have down-time because they are between fares.In particular, limousine (or black cabs) spend much of their operationaltime being idle, as conventional dispatching services for such driversoften significantly underutilize the individual drivers. In contrast toconventional approaches, embodiments provided herein enable theoperators of the vehicles to field transport requests from, for example,their handsets. The handsets (or other mobile devices) may correspondto, for example, (i) cellular telephony or data devices (e.g. APPLEIPHONE) that run a program that is part of a transport platform, and/or(ii) roaming devices that can connect to access points (e.g. hot spot)or operate under other wireless networks (e.g. WiMax). When thedrivers/respondents are free (e.g. between fares), they can operate theprogram on their devices to field transport requests. Customers may runa program of the same platform on similar handsets or devices, in orderto make requests for transport from their respective location. A service(such as provided online, through use of a server) may select arespondent/driver (or transport), and perform some intermediaryfunctions (such as make payment). Various parts of the transporttransaction, in which a customer is picked up and transported to adesired location, are handled programmatically, through computingresources of the platform. As explained in more detail, embodimentsemploy such programmatic components in order to facilitate the abilityof customers to request transport, as well as to facilitate transportproviding parties and customers to meet at the pickup site and toconduct their business.

Among other features, at least some embodiments provide that thegeographic location of the respective parties is determinedprogrammatically using geo-aware resources. This information iscommunicated to the other party without need for manual involvement bythe party operating the handset. Thus, for example, when the customermakes the request for transport, his location at the time of making therequest can automatically be included in the request. Further, when therespondent/driver accepts the fare and starts to travel to the customer,his location and other relevant information (such as continuouslyupdated estimated time of arrival) can be automatically communicated tothe customer.

According to some embodiments, the fare for the transport is determinedautomatically, using a program platform that is shared by the devices ofboth customer and driver. Moreover, the customer's funds may beautomatically accessed and transferred to the driver/respondent. Thus,the driver is provided an incentive in participating in the platform, bybeing assured that funds for services will be received.

Still further, embodiments provide that each party is able to provide arating or feedback of the other party for the transaction. Thus, ifeither party has a particularly good or bad experience with the otherparty, they can record a rating that affects the reputation of the otherparty in using the service. In this way, both parties can be motivatedto perform and behave well, thereby increasing the quality of theexperience to both customer and driver.

Still further, embodiments enable a system such as described to beimplemented using commercially available handsets and devices. Examplesof devices that may be operated by customers or respondents (e.g.drivers) include multifunctional cellular telephony devices (e.g. APPLEIPHONE, devices that operate the Android operating system), and wirelessnetwork enabled devices such as laptops, netbooks or tables (e.g. iPAD).As such, specialized devices or components are not needed. Customers whowish to use a transport service such as described need to only downloador otherwise run a program on a suitable handset. Likewise, drivers whowish to participate need only to run a corresponding program on asimilar handset.

One or more embodiments described herein provide that methods,techniques and actions performed by a computing device are performedprogrammatically, or as a computer-implemented method. Programmaticallymeans through the use of code, or computer-executable instructions. Aprogrammatically performed step may or may not be automatic.

One or more embodiments described herein may be implemented usingprogrammatic modules or components. A programmatic module or componentmay include a program, a subroutine, a portion of a program, or asoftware component or a hardware component capable of performing one ormore stated tasks or functions. As used herein, a module or componentcan exist on a hardware component independently of other modules orcomponents. Alternatively, a module or component can be a shared elementor process of other modules, programs or machines.

Furthermore, one or more embodiments described herein may be implementedthrough the use of instructions that are executable by one or moreprocessors. These instructions may be carried on a computer-readablemedium. Machines shown or described with figures below provide examplesof processing resources and computer-readable mediums on whichinstructions for implementing embodiments of the invention can becarried and/or executed. In particular, the numerous machines shown withembodiments of the invention include processor(s) and various forms ofmemory for holding data and instructions. Examples of computer-readablemediums include permanent memory storage devices, such as hard drives onpersonal computers or servers. Other examples of computer storagemediums include portable storage units, such as CD or DVD units, flashmemory (such as carried on many cell phones and personal digitalassistants (PDAs)), and magnetic memory. Computers, terminals, networkenabled devices (e.g. mobile devices such as cell phones) are allexamples of machines and devices that utilize processors, memory, andinstructions stored on computer-readable mediums. Additionally,embodiments may be implemented in the form of computer-programs, or acomputer usable carrier medium capable of carrying such a program.

FIG. 1 illustrates a system for enabling transport to be arrangedbetween parties that are at different geographic locations, according tosome embodiments. In an embodiment, a customer 110 (also referred as toa customer) is able to make a request to receive metered automobiletransport services using a computing device. A transport service 120locates a respondent 130 (also referred to as ‘respondent’ or ‘driver’)from a pool of possible respondents, in order to drive the customer 110to a desired destination.

According to some embodiments, the customer 110 operates a handset 105to generate a request for transport 112. As described in FIG. 2, thehandset 105 may include roaming network capabilities (e.g. networkinterface for cellular network, Wireless Fidelity 802.11 (a), (g) (n),or WiMax etc.), along with geo-aware resources (e.g. GPS). The networkfunctionality enables the handset 105 to transmit request 112 andcommunicate further with service 120 or respondents 130. The geo-awareresources enable the handset to automatically include geographicidentification information 124 that identifies the geographic locationof the customer 110 when making the request 112. The handset 105 mayalso be configured to include identification information that identifiesthe customer 110 to either the service 120 or to the respondent 130. Theidentification information 124 includes, for example, a name, accountnumber, a rating, and/or picture of the customer making the request 112.A destination address may also be included or provided with theidentification information 124.

According to an embodiment, the service 120 processes the request 112 inorder to select candidate respondents that can provide the requestedtransport. The service 120 is able to use identification information 124to identify an account or profile of the user. The account or profile ofthe user may include or identify (i) funds for payment for transportservices, (ii) rating information that identifies a reputation or classof user of the customer 110. Other information that may optionally beassociated or maintained with the user account/profile includes, forexample, an image of the customer, preferences of the user (e.g. type ofvehicle the user prefers), the rating of the user (which may be providedby drivers that have previously interacted with), and historicalinformation such as previous drivers that have provided transport to theuser. Such preferences, rating information, historical information andother profile information can be used to select drivers for the user ata given instance. For example, for a given fare request, the service mayfirst attempt to locate a driver that the user has previously used (andperhaps provided a good rating for).

As an alternative or addition, some or all of the account/profileinformation may be stored with the user, and communicated as part of theuser's request.

Service 120 uses information contained in the customer request 112 toselect candidate respondents 132 based on one or more criteria. Thecriteria may include (i) proximity of the individual candidaterespondents to the customer 110, (ii) a class or rating of the candidaterespondent 132, based on reputation and/or level/quality of service(such as provided by rating/feedback of past instances), (iii)availability of the candidate respondents 132. As mentioned, thecriteria may also include user-specified preferences, including specificidentification by the user of a particular driver, or previous driversthat have serviced the user and whom have received good feedback fromthe user. In order to arrange transport to the customer, an embodimentprovides that the service 120 implements a pairing process upon receiptof the request 112. The service 120 performs the pairing process by (i)using the one or more criteria to select a first candidate respondent;(ii) sending an invitation 114 to the first candidate, and giving thefirst candidate a short duration to accept the invitation; (iii) if thefirst candidate respondent declines or fails to accept the invitation,selecting a second candidate respondent using the one or more criteria;(iv) sending the invitation 114 to the second candidate, and giving thesecond candidate a short duration to accept. The pairing process may berepeated (n times) until a respondent 130 from the candidate pool 132communicates back an acceptance 115 to the invitation 114.

As an alternative to a single pairing process, another embodimentprovides for selecting drivers by contacting a set of two or moredrivers at once, based on criteria such as described above. Theparticular driver that ultimately is selected may correspond to, forexample, the first driver in the set to respond and accept theinvitation.

Either as part of the invitation 114, or in a follow on communication(following acceptance 115 of the invitation), the service 120 mayspecify, to the selected respondent 130, information about the customer110 that includes: (i) the reputation of the customer (e.g. the user'sfeedback as provided by other drivers), (ii) the expected fare of thetransport for that customer (which may include determining andcommunicating the customer's destination), and/or (iii) the geographiclocation of the customer. The customer's picture or other identificationinformation may also be communicated to the accepting respondent. Thus,for example, the respondent 130 is able to identify the customer 110from sight when he arrives to pickup the customer.

According to embodiments, the pool of respondents 132 are equipped withdevices that can communicate with geo-aware mobile devices (e.g.handsets) of the customers. In particular, the pool of respondents 132may include portable/mobile and personal handsets 135, such as cellularvoice/data devices with geo-aware resources that the respondents cancarry with them into and out of their vehicles. In one embodiment, thehandsets 135 of the candidate respondents share a platform (e.g.application level) with the handsets 105 used by the customers. Theshared platform enables each party to exchange communications across ashared functionality and user-interface.

Once the respondent 130 starts traveling to the customer 110, a seriesof progress communication 126 are communicated to the customer 110. Theprogress communications 126 may be generated automatically, usingprogram instructions that cause the handset to utilize its geo-awareresources to automatically generate location information of therespondent 130 as it progresses en route to the location of customer110. The progress communications 126 are communicated to the customer110 using network communications. The progress communications 126 may becommunicated directly from the respondent 130 to the customer 110, orvia the service 120. On pickup, the customer 110 and the respondent 130are each facilitated in that identification information for each partyhas been communicated to the other. This identification information mayinclude the picture of the other party.

According to an embodiment, once the respondent 130 picks up thecustomer 110, one or both devices can be used to perform fare monitoringfunctions. The fare monitoring functions enable the calculation of thefee that the customer will have to pay when he is driven to his desireddestination. In an embodiment, the fee determination is based on thedistance or route travelled and/or the time that the customer 110 is inthe vehicle. The fee determination may also be determined based on aformula or factor that is specific to a particular transport party (e.g.the transport) company or service. Stop and wait times may becalculated, either by monitoring the GPS information communicated fromthe metering device, or from use of accelerometers that are sometimesincluded in the hardware of the handset. Numerous other parameters maybe used to determine the fee for the fare, as described with embodimentsand variations of FIG. 3-5.

In an embodiment, payment is automatic. The customer 110 may store orassociate an online fund account with his device 105. Likewise, thedriver (or alternatively the transport party) has an associated accountfor receiving funds. Once the customer 110 is driven to his desireddestination, service 120 (or the devices as configured) can triggertransfer of out of the customer's account. In one embodiment, the fundsare transferred from the customer's account to an account of theservice, which then transfers funds to compensate the respondent partythat provided transport. The distribution of the funds from the customermay be distributed to the service 120, as well as a transport partytransport that can correspond to either the driver, or a business entitythat provides the driver (e.g. fleet operator). The fee transferred fromthe service to the transport is based on the fee charged to thecustomer, but may include reductions for use of the service. Variouspayment schemes may be used to compensate the transport party, such aspaying the transport party a percentage of the fare, or compensating thetransport party based on various parameters that include quality ofservice, desirability of fare, or even hourly. As a variation oralternative, the service can trigger at least a portion of the funds tobe transferred from the customer's account directly to the transportparty (e.g. fleet operator or driver). Thus, the fund transfer can beaccomplished by moving funds from the customer's online financialaccount to that of the service and/or respondent 130 (e.g. a commercialaccount for the fleet manager or company). In an embodiment, fundtransfer communication 142 is directed to the respondent 130 to confirmthat payment has been made. The fund transfer communication 142 may bemade in response to the respondent/driver (and/or the customer 110)signaling via the respective handset that the fare is over. As mentionedwith other embodiments, some or all of the actual funds may bedistributed to an account associated with either the driver or thetransport party (e.g. the entity that employs the driver).

After the customer 110 is driven to the desired destination, anembodiment enables one or both parties to provide feedback about theother. The customer 110 may provide a rating or feedback 144 to service120, to rate, for example, the customer's experience with the particulardriver. Likewise, the driver can provide a rating or feedback 146 forthe customer 110. The service 120 may associate profiles or accountswith each of the customer 110 and respondent 130 (or respondent party),and the rating/feedbacks 144, 146 may affect the overall rating of thecustomer/respondent. Thus, the reputation of the customer 110 or thedriver 130 may be influenced by the feedback provided by the otherparty.

According to some embodiments, a service such as described by FIG. 1 canbe implemented using handsets or other portable computing devices, in amanner that overlays or compliments existing dispatching/meteringequipment used by conventional services for limousines and taxicabs. Forexample, limousine drivers can carry commercially available handsets(e.g. APPLE IPHONE) that are configured to implement a system such asshown in FIG. 1, in order to field pickup requests from customers usinghandsets (also configured as described above and elsewhere in theapplication), while at the same time using conventional fleet/taxidispatch and metering equipment for carrying out fares that are madethrough conventional channels. Thus, an embodiment such as describedwith FIG. 1 and elsewhere can provide an alternative but complimentarymechanism by which fleet drivers can be assigned fares. In someembodiments, the drivers may utilize conventional meters to determinefares that are initiated through conventional channels, and use thesuitably configured mobile device or service to determine the fares whenproviding transport via the service such as described by FIG. 1. It ispossible for different fare calculation formulas and rules to be used todetermine fares with conventional meters as opposed to those determinedthrough the use of handsets or devices (as described above).

Moreover, embodiments such as described by FIG. 1 may be implemented toutilize drivers regardless of the specific hardware or equipmentimplemented by fleet companies. Thus, embodiments such as described neednot be limited by disparities in the dispatch system or equipment usedamongst different fleets or transport companies that service a commongeographic region. Rather, drivers from different fleet networks can bemade part of the same service through use of a suitably configuredcommercially available handset.

FIG. 2 illustrates a mobile computing device that can be used by eithercustomers or respondents, in implementing a system such as describedwith FIG. 1. Accordingly, mobile computing device 210 may beillustrative of the customer handset 105 (see FIG. 1) or the respondenthandset 135 (FIG. 1). Accordingly, the mobile device 210 may correspondto any one of the following: multi-functional cellular telephony/datadevice, wireless tablet device, netbook, laptop, or GPS computingdevice.

Computing device 210 includes GPS component 204, network resources 206,processor 212, and memory resources 214. Other components that may beincluded with the computing device 210 include, for example, sensorssuch as accelerometer 230. In one implementation, the network resources206 includes one or more modules for enabling wireless connectivity. Thewireless modules may include radios or modems, as well as software orlogic for enabling network ports and interfaces through use of theradios. The network resources can include, for example, a cellulardata/voice interface to enable the device to receive and send networkcommunications over a cellular transport, including communications toservice 120 (see FIG. 1) and/or to the other party. In implementing oneor more embodiments, the device may transmit, for example, deviceidentification (e.g. cellular number) and geo-aware communications (asdescribed below). As an alternative or variation, the network resources206 includes a wireless network interface for connecting to accesspoints (e.g. Wireless Fidelity 802.11(g) or 802.11(n)) or for usingother types of wireless mediums (e.g. WiMax).

In an embodiment, device 210 uses the geo-aware resources, shown in formof Global Positioning System (GPS) component 204, as well as networkresources 206 to communicate with the service 120 or the respondents 130(FIG. 1) over cellular or other roaming networks. The device 210 can usethe processor(s) 212 and memory resources 214 execute a program (orcorresponding) functionality for either a customer or driver/respondent.In some embodiments, the same type of mobile computing device 210 may beused for handsets 105 of customers and respondents 130, but theprogramming functionality on the handsets may vary for the respectiveparties.

In one embodiment, the processors 212 execute programming instructions211 in order to auto-locate and transmit geo-location information to theservice 120 or to the device of the other party in the transaction. Thisfunctionality (as provided by programming instructions 211) enablesgeo-aware communications 209 to be transmitted from the device. Thegeo-aware communications 209 may correspond to the customer's requestfor transport 112 (FIG. 1), in which geographic information 122 isautomatically included with the request 112. This functionality alsoallows for geo-aware communications 209 from the driver respondent 130,which automatically communicate its geographic information of the driverin progress communications 126 (FIG. 1) to the customer 110. In someembodiments, the programming instructions 211 exist in the form of anapplication that communicates with a transport service such as describedwith an embodiment of FIG. 3. The application may execute to utilizevarious resources of the device, such as the geo-aware resources oraccelerometer (as described below), to generate requests thatautomatically include information for transport requests, such ascustomer identification and geographic location.

The device 210 also includes geo-presentation resources 213, to enablemapping or similar presentations using geographic identificationinformation. For example, maps can be stored and/or retrieved on thedevice to present the position of either party at a given moment. Theon-device GPS unit 204 may provide GPS coordinates 205 to the processor,which then uses the geo-presentation resources 213 to present‘real-time’ maps of the user's position. The processor 212 may alsoreceive GPS coordinates 215 from over a network (via the networkinterface 206) and use geo-presentation resources 213 and the receivedGPS coordinates 215 to present the location of the other party at agiven instance.

According to an embodiment, device 210 includes an accelerometer 230that provides accelerometer information 232 to the processor 212. Theaccelerometer information 232 can be used by the processor 212 todetermine metering information, particularly with regard to stop orwaiting time. More specifically, an embodiment provides that theprocessor 212 uses the GPS data 205 and the accelerometer information232 to determine (i) position information, such as pickup and drop-offlocations and route information or distance traveled, and (ii) stop/waittime. When used by the customer, the processor 212 may perform themetering function to validate or confirm the fare. The driver/respondentmay also use the information to determine the fare.

FIG. 3 illustrates components for implementing a service, such asdescribed with other embodiments. In an embodiment, a transport service(e.g. service 120 of (FIG. 1) is implemented on server (or servers) 300to arrange transport for customers by pairing drivers to customers.Server 300 may include customer interface 310, dispatcher 320, accountinterface 340, and respondent interface 330. The customer interface 310may be used to handle customer communications 302, while respondentinterface 330 is used to handle respondent communications 332. Theoverall service provided on the server 300 includes a dispatcher (sub)component 320 which pairs a driver (or transport party) with a customerin response to a customer request. The server 300 also includes trackingcomponents 360, 370 which track (or monitor position and status) of thecustomer and the driver when the fare request is initiated (e.g. whenthe driver is en route to the customer) and when the fare is ongoing(driver is delivering customer to destination). A presentation component352, 354 may be provided to generate a graphic user interface for eachof the customer and the driver prior to and after pickup. Paymentcomponent 380 may be included to handle automatic payment for the fareby the customer. These components are described in greater detail below.

Dispatch, Driver Selection and Pickup

According to embodiments, dispatch component 320 implements a selectionprocess that results in a driver being paired to a customer, who hasmade a request for transport. In an embodiment such as shown, thecustomer request is generated programmatically, such as by way of thecustomer operating a user interface of a handset to make the request.

On the server 300, customer interface 310 receives the transport request312 from a given customer, and uses the dispatcher 320 to select arespondent for invitation 314. The transport request 312 may communicatea pickup location of the customer. The pickup location can be includedin the transport request 312 manually (e.g. the user specifies anaddress for the pickup operating a handset), or automatically (e.g.based on the users known position via the GPS information communicatedfrom his handset). As discussed below, position data 311 can be procuredprogrammatically and automatically from the customer when the service isin use, based on the GPS information of the user's device. Similarposition data 313 may be maintained for the driver when he is availablefor customer pickup, as well as when he is engaged to pick up anddeliver a customer to a destination location. Once the transport isinitiated, the position data 311, 313 may be used to determine a routetaken, or intermediate positions between the pickup and drop-offlocations.

The dispatch component 320 responds to the transport request 312 fromthe customer. In responding, the dispatch component 320 may identifyrelevant parameters, such as the pickup location (or the location of thecustomer), as well as profile information about the customer (e.g.customer rating, customer preferences etc.). In response to receivingthe request 312, the dispatch component 320 may also identify thecustomer, and obtain profile information 353 from the profile database350. More specifically, as mentioned in some embodiments, server 300 (aspart of service 120 FIG. 1) maintains profile information about each ofthe participants of the service. The profile information may bemaintained in a profile store 350. Examples of information that may bemaintained in the profile store 350 include overall rating/feedback ofeither party, commentary feedback (such as complaints), name or identityinformation, credit card information, logs of transactions (showing, forexample, the average fare requested by a customer).

Thus, the profile information 353 may be stored in a database or similardata structure, and dispatch component 320 may query 351 the databasefor information about the customer, based on the identity identifiedfrom the request 312 or other customer communication 302.

In selecting the driver for a given customer, dispatch 320 includesinformation to identify the pickup location in the invitation 314 thatis communicated to the one or more drivers. As discussed previously,multiple invitations 314 may be used to progressively select a driverrespondent for the customer, using criteria that includes (i) proximityof the customer to the candidate respondent, (ii) rating or classassociation of the driver and/or the customer, (iii) user preference fora particular driver, driver or vehicle class, or other characteristic ofthe driver or transport; and/or (iv) alternative business logic (e.g.driver bidding process for the fare). In order to handle transportrequests and make invitations, the server 300 may require use ofgeographic information resource (GIR) 326 that identifies, for example,proximity by distance or time of individual drivers to the requestingcustomer. The geographic information may also be used to identify thegeographic location of individual parties based on their communicatedGPS information. The geographic information resource may include maps orcodes that enable locating parties from their GPS coordinates, as wellas information needed for calculating time/distance separating the twoparties. The dispatch component 320 may also identify profileinformation 353 about the individual drivers by, for example, querying351 the database 350.

In one embodiment, dispatch component 320 sends out multiple invites 314to multiple drivers, in response to transport request 312 communicatedvia customer device interface 310 (which may receive the customercommunication 302). The invitations 314 may be sent in parallel (e.g.concurrently), or in series (sent to one driver, who can then accept ornot, then sent to another driver). Each of the initially selecteddrivers is a candidate, selected based on parameters such as proximity,rating, preference etc. The candidate driver that is selected to handlethe transport may communicate response 316, via the driver deviceinterface 330 (which receives the driver communication 332). Dispatch320 may then communicate (i) a notification 331 that informs thecustomer of the driver selection (including optionally, informationabout the driver, such as his picture, vehicle identification, rating,and current position); and (ii) updates 333 that convey informationabout the position of the driver en route to the pickup location and/orestimated time of arrival.

Customer Pickup

According to embodiments, once the customer is picked up, position data311, 313 is obtained from the handsets of each of the customer anddriver (via the respective device interfaces 310, 330). A customertracking component 360 uses the position data 311 to track the customerby position and time. Similarly, the driver tracking could component 370uses the position data 313 to track the driver by position and time. TheGIR 326 can be used to place the user's position data 311 and thedrivers position data 313 in context to mapping information and othergeographic resources. The server 300 implements presentation component352, 354 for the customer and the driver. The respective customer anddriver tracking components 360, 370 communicate the position informationof customer and driver to the presentation component 352, 354 for outputto the user. The output of the respective presentation components 352,354 may be a geographic output, such as one that would combine theposition data 311, 313 of each of the customer and driver with mappinginformation. In one implementation, the geographic output 317, 319 iscommunicated to the customer and driver devices via the device interface310 and 330, respectively. Thus, under one implementation, both customerand driver are able to view the progress of the fare after pickup.

Payment

The server 300 includes logic for facilitating payment betweencustomer(s) and the relevant transport party for a particular fare.According to some embodiments, payment of the customers transport isperformed automatically, or substantially automatically (i.e. withminimal user input, such as confirmation by the user that the fare is tobe paid), in response to completion of the transport. Still further,some embodiments provide that the completion of the transport can bedetected automatically, based on, for example, the position data 311 ofthe customer relative to the position data 313 of the driver. Forexample, if the customer leaves the transport vehicle and does notreturn to the vehicle after a set duration, a determination may be madethat the transport has been completed. This determination may be madeby, for example, customer and/or driver tracking component 360, 370.

As an alternative or addition, some embodiments provide that one or bothparties to the transport can signify that the transport has beencompleted with some action, such as providing input via the handset. Asanother example, the customer can enter rating information for thedriver, which then can be interpreted as signifying the completion ofthe transport.

The payment component 380 may receive payment location parameters 381from one or both of the customer/driver tracking components 360, 370.The location payment parameters 381 may include (i) the pickup locationof the customer, (ii) the drop-off location of the customer, (iii) theroute or intermediate position of the vehicle between the customerpickup and drop-off locations, and/or (iv) the duration of thetransport. Other location payment parameters may also be used by thepayment component 380, such as whether toll fees were incurred (whichcan be determined from position data 311, 313 cross-referenced withinformation provided by GIR 326), and the type of the vehicle used (e.g.can be determined by the profile information 350 of the driver). Otherparameters may also be used, including parameters on predicted or actualmarket demand, vehicle availability, time of day, rating of driver, typeof vehicle, and quality of service (see description provided by FIG. 4).

The payment component 380 may implement one or more algorithms todetermine the fare for the transport, based on the location paymentparameters 381 and/or other parameters or conditions (e.g. marketdemand, time of day etc.). Additional descriptions of how paymentalgorithms can be implemented are described with FIG. 4 and FIG. 5.

Once the fare for the transport is determined, the payment component 380may communicate an instruct 383 to account interface 340. The instruct383 identifies the amount of the transport, the customer (or customers)that are to provide the amount, and the transport party that is to becredited for the fare.

In one implementation, the account interface 340 may be used to processand transfer funds from an online account of the customer to an onlineaccount of the transport service (provided by the server 300). In turn,the transport service may utilize one or more methodologies tocompensate the relevant transport party. The relevant transport partycan correspond to a business entity (e.g. company) that operates thevehicle, or which employs the driver. Alternatively, the relevanttransport party may correspond to the driver, who can, in somevariations of embodiments described, receive funds from the service. Thetransport service, may for example, compensate the transport party by(i) distributing a portion (e.g. 50%) of the compensation to thetransport party; (ii) pooling funds from multiple transports of thetransport party, then transferring the funds (which can represent aportion of the total funds received) to the transport party; (ii)compensating the transport party based on an alternative metric such asflat fee or hourly rate. Embodiments further recognize that manysituations, the transport party corresponds to an entity that operatesone or more vehicles (e.g. fleet), and is separate entity from thedriver. In such embodiments, implementations provide that the transportparty is compensated with one payment (for driver or operating entity)or multiple payments (separate payments for driver and operatingentity). In still another variation, the transport service may delineatea tip portion of the payment of the customer, and compensate the driverseparately for the tip portion.

Accordingly, account interface 340 is capable of interfacing with onlinetransactional accounts on behalf of either the customer 310 or thetransport party/respondent. As an alternative, the server 300 maymaintain credit card information for customers and use that informationto pay the transport party/driver.

According to some embodiments, when the fare is complete, server 300automatically, without approval from the customer, pays the respondent.In this way, the respondents are encouraged to accept the transportrequests, in that payment for services is assured. The customer may havethe option to tip. Whether the customer tips or not may reflect back onthe customer by the respondent's rating/feedback.

Feedback

Some embodiments enable the participants of the transport service toprovide feedback about one another based on their respectiveexperiences. As mentioned elsewhere, one embodiment provides that eachparticipant (customer and driver) can provide feedback that includes arating or other quantative metric. Additionally, a user can providequalitative statements, such as sentences or paragraph-formed commentaryabout his experience with the driver.

With reference to FIG. 3, a rating interface 384, 388 may be providedfor each of the customer and the driver. The rating interface 384 of thecustomer enables the customer to record feedback 385 about a driver, ormore generally, about the transport party (e.g. driver or the taxi orlimousine company that provided the transport). Likewise, the ratinginterface 388 enables the driver to record feedback about the customer389. The rating information of each participant may be recorded as partof that user's profile information, and thus stored in the profile store350. Thus, each feedback results in a respective driver rating update387 (provided by the customer) or customer rating update 391 (providedfrom the driver).

In some embodiments, the rating interface 384, 388 is provided in partas a webpage or webform that the user can interact with to recordinformation about the other participant in the transaction. Stillfurther, the rating interface may be presented to the user uponcompletion of the transport, such as pushed (or accessible) to theuser's handset (via web browser or app). Numerous alternatives andvariations are possible in regard to enabling the participant (customeror driver) to enter rating and other feedback.

Other forms of feedback may also be collected in addition to, forexample, overall ratings. For example, the transport service may promptthe customer to answer a series of yes or no questions as a means ofevaluating the performance of a particular driver. The questions mayask, for example, whether the driver was courteous, whether the driveropened the door or assisted the customer in entering the vehicle, themanner in which the driver drove the vehicle, and the driver's responsetime. The user's questionnaire feedback may be recorded for theparticular driver and/or the company or operator that provided thedriver.

Once entered, the rating information can have a variety of uses. Ratinginformation can influence, for example, the ability of a customer topick up a driver when the pool of drivers is limited. A customer'srating may be based on factors such as whether the customer provided adecent tip, and was courteous. A “good tipper” can be identified fromthe rating information, and when the good tipper needs transport,available drivers are more likely to accept his fare. On the driverside, the rating information associated with a driver may reflect thedriver's courtesy, driving manner etc. The transport service 300 mayprioritize (or emphasize) selection of drivers with good ratings. Forexample, the invite 314 may first be sent to proximate drivers withhighest ratings, then proximate drivers with middle tier ratings. Stillfurther, some embodiments provide the user with the ability to rejectthe driver based on, for example, the driver's rating information.

As still another variation, the rating information may be used as aparameter in selecting one driver to be paired to a customer. In such anembodiment, customers may first be paired with drivers with similarratings.

Log and Data Usage

Still further, embodiments enable collection and dissemination of datathat can promote or facilitate transport services for both customers anddrivers. A transport service such as described with FIG. 1 or FIG. 3 maycollect and utilize information determined from customers and driversfor a variety of purposes. Among the types of information that can becollected, the location of potential customers may be determined basedon location information transmitted from suitably configured customerhandsets. For example, service 120 (FIG. 1) may identify a location(e.g. city block, street address) of a conglomeration of customerhandsets during a given time interval. Numerous inferences may then bemade about the conglomeration. For example, the conglomeration may beidentified as a social event or hot-spot in the city at the given timeinterval. This information can then be shared with other customers, orwith a portion of the population that may want to know where, forexample, the ‘night life’ in the city is in a given evening. Drivers andfleet operators (including conventional transport providers who may notuse handsets) may be informed of the location where customer pickups mayreadily be available.

Other types of information that may be collected, disseminated orotherwise used includes (i) popular pickup locations (e.g. to assisttransport providers as to locations to patrol or be near for pickups),(ii) popular destinations, (iii) estimated travel times through to agiven destination, or through a particular part of a city (e.g. toestimate traffic). Thus, the collection and dissemination/use of thisand other information may be collected to provide additional services,or to enhance transport providers in providing service.

With reference to FIG. 3, information pertaining to the varioustransports that are transacted through the transport service arerecorded for a given duration of time. The recorded information mayidentify customer pickup locations, customer drop-off locations, time oftransport, duration of transport, and/or routes taken. In the exampleshown, the recorded information is stored in a log 394. The informationmay be recorded from, for example, dispatch 320 (identify customerpickup locations), the customer tracker 360 and driver tracker 370(record pickup and drop-off locations, routes taken, duration), and/orthe payment component 380 (record fares paid, tips paid etc.).

From the recorded information, various kinds of analysis can beperformed. An analysis component 390 may analyze information from thelog 394 to identify information for users (customers and drivers) of thetransport service, as well as to direct users who may research based oninformation recorded by the transport service. The analysis component390 may provide output to users on, for example, a website.

According to some embodiments such as described with FIG. 6, theinformation from the log includes historical and/or real-timeinformation that is published to third-parties and/or a population. Forexample, the publication may be in the form of communications sentdirectly to third-parties, such as vehicle transport providers.Alternatively, the information may be published on, for example, awebsite or made available to users that operate a mobile application.For parties such as customers, the information may identify the locationof transport vehicles, as well as popular spots in a given geographicregion. For vehicle transport services and providers, the informationmay predict likely areas where there are likely to be fares, thusfacilitating the vehicle transport services and providers in positioningvehicles and drivers to reduce response times to customer transportrequests.

As another example, web users can utilize the site to identify trafficspots or best routes by identifying routes taken by drivers of thetransport service, as well as their actual transport time (versusexpected or average).

Numerous other applications for such data exist. For example, commonpickup locations may be analyzed by time, date or event to facilitatetaxi services in knowing where to locate themselves in their off time.Similar information can identify information relevant to other businessor social settings of a city. For example, hotel occupancy can beestimated by identifying the number of drop-offs at hotels.

Historical information may also be utilized to predict likely transportrequest times and locations. For example, the most common pickup timesin a given region of a city at a particular time of year can bedetermined.

Payment Methodology

FIG. 4 illustrates a process for programmatically transferring fundsfrom a customer to a relevant transport party as a mechanism forcompensating the transport party, according to an embodiment. A methodsuch as described by FIG. 4 may be implemented using components such asdescribed with FIG. 3. Accordingly, reference is made to components ofFIG. 3 for purpose of illustrating suitable components for performing astep or sub step being described.

Customers may subscribe to participate in a transport service such asdescribed with FIG. 3. For customers, their participation may include(i) establishing an account with funds, and (ii) registering and/orenabling a device to utilize the service of server 300. For drivers,their participation may involve (i) establishing an account to receivefunds, and (ii) registering and or enabling a device to utilize theservice of server 300. In one embodiment, the devices used by theparticipants correspond to handsets that run applications (“app”) forparticipating in the transport service described. Other types of devicesmay also be used, such as laptops, tablets, computers, or other GPSenabled devices that have network connectivity. It should also be notedthat embodiments contemplate use of more primitive devices, such asthose that only enable cellular telephony communications and/or SMS.

In this environment, participants (customers and transport providingparties) are associated with accounts (410). In the case of thecustomers, the accounts include funds that can be used for transfer to adriver. For example, the customer may make payments through a specifictransport service account that is managed by the transport serviceentity. The payments may be made, for example, in advance, periodically,or when prompted (such as by the transport service in response to thecustomer receiving the transport). The transport service (such asimplemented on the server(s) 300) may have authority to automatetransfer of funds from an account of the customer that is not under thecontrol of the transport service (e.g. checking account, credit cardaccount, PAYPAL account). As provided with other embodiments, therelevant transport party that is to receive compensation from the fare(directly from the service) can, depending on the implementation and thepayment methodology, correspond to (i) the fleet or vehicle operator(e.g. limousine company or entity), and/or (ii) the driver. Thetransport party may establish or associate an account to receive fundsfrom the transport service and/or account of the customer. Each accountmay also be associated with profile information of the respectiveparticipant, including the identity of the participant.

The transport service determines when the customer is being providedtransport by driver (420). This determination may be made based onfactors that include the customer requesting pickup, and a transportservice selecting a particular driver. However, embodiments furtherrecognize that not all transport requests may end up as fares. Thus,embodiments include the ability to auto detect when the customer anddriver have actually initiated the transport (422). Such detection canbe implemented in one of many possible ways. For example, the positionof the transport providing vehicle and customer can be compared overduration of time while the two are moving, and if they are at the sameposition, the significance is that they are determined to be in the samevehicle. As an alternative or addition, accelerometers incorporated intothe handsets of the customer and/or driver may detect linear motion,such as provided by motion of a vehicle. This information can also beused to detect a fare pickup, or to confirm as such. As an alternativeor addition, customer input (424) or driver input (426) may be used todetermine when the fare has started.

In addition to detecting the pickup, one or more embodiments detect thecompletion of the transport (430). Similar to pick up, thisdetermination may be made automatically (432), or by way of input fromeither the customer (434) or the driver (436). Automatic detection ofthe transport completion can be made by comparing relative position data311, 313 (e.g. as determined from GPS of devices) of the customer andtransport vehicle, respectively. For example, if the position data 311,313 indicates that the customer and transport vehicle have separated inposition, and a designated duration of time has passed by which thecustomer does not return to proximity of the transport vehicle, then adetermination may be made that the fare is complete.

As still another variation, once the fare pickup is detected as beingpresent, a wireless signal (e.g. Bluetooth detection and/or pairing) maybe used to determine that the two devices are in very close proximity toeach other (e.g. front seat and backseat of vehicle). The completion ofthe transport may correspond to such wireless signal indicating the twodevices have separated.

As mentioned with pickup, manual input may also be used, such as by thecustomer (434) or the transport party (436). For example, one party mayhave lost battery life, in which case manual input from the other partyis needed to signify end of transport.

Once the transport is complete, the location payment parameters for thefare are determined (440). The location payment parameters can include,but are not limited to, the customer pickup location (442), the customerdrop-off location (444), route information (or intermediate positionsbetween the pickup and drop-off locations) (446), and/or the duration ofthe transport (448). Other location parameters can include the type ofvehicle used (e.g. sedan versus stretch limo), presence of tolls orother costs, and even the transport route that is used.

As an addition or alternative to use of location payment parameters,some embodiments determine the fare price using alternative parameters(450). The alternative parameters include market condition parameters(452). Market condition parameters may correspond to metrics thatestimate or predict availability and demand for transport at aparticular duration corresponding to when the customer requeststransport. In one implementation, the demand may be based on (i)determining the pool of candidate parties or respondents that are inservice in the particular duration, and (ii) determining the number ofdrivers that are engaged by customers at the given duration. Forexample, during peak hours, the number of transport providing vehiclesmay be a maximum. Rates for transport services may be higher or at peakthan low demand hours. Still further, the fare value may weight orprioritize demand for transport independently. For example, when demandis at peak, rates for transport services may be higher.

Demand can be determined from real-time information maintained by thetransport serve. For example, the log 394 may at a given instanceidentify the number of available vehicles, and the number of transportsthat are engaged or in service. As an alternative or addition, thedemand may be predicted from historical analysis, such as estimations ofdemand during particular hours of weekdays, weekends, or holidays.

As a variation or alternative to market parameters, desirabilityparameters may be used to determine the fare value (454). Desirabilityparameters may correspond to the type of vehicle or transport provided.For example, the luxury limousines may result in a higher fare valuethan non-luxury sedans. The desirability of the transport may alsoinclude parameter such as whether ride sharing is permitted, whetheron-board entertainment or amenities or provided etc. Desirabilityparameters may also correspond to rating parameters of the transportingparty (either the company or driver). Such rating parameters maydesignate higher ratings for transport providing parties (or drivers)that have higher ratings. The fare value may also be affected by thecustomer rating. For example, customers may have higher ratings or classdesignations (e.g. VIPs), and with such designation, the fare for thatcustomer may be reduced.

As another variation, some embodiments may base the fare value ontransport evaluation parameters. The transport service may evaluate thequality and kind of the transport that the customer received from thedriver. The evaluation may be based on criteria such as (i) the responsetime of the driver to arrive at the pickup location, (ii) the transporttime, (iii) whether the driver elected the fastest or best route to thedrop-off location. Other considerations include whether amenities wereprovided to the customer (or whether the customer actual used theamenities), as well as feedback by the customer as to specifics of thetransport (e.g. the driver was courteous, opened the door, the car wasclean, the driver obeyed driving laws etc.).

Other parameters may also be used to determine the fare value. Suchother parameters may include bids that the transport service receivesfrom the transport providing parties for fares at select locations,times or for particular drivers or vehicles.

From the payment parameters, the fare for the transport is calculatedand transferred from customer to driver (460). In one embodiment, thefare is calculated and accessed from the customer account, in responseto a determination that the transport is complete. Alternatively, thetransfer of the fare may be performed substantially automatically, suchas by way of prompting the customer and/or driver to perform some actionor otherwise provide confirmation upon determining that the transporthas been completed.

As mentioned with other embodiments, various methodologies may be usedto distribute funds from the customer to the various entities that areinvolved in providing the transport to the customer. In one embodiment,the transport service collects the funds and distributes funds to thepertinent transport parties periodically, or responsively, after one ormore fares are collected. The sum total of the fares that aredistributed to the transport party may represent a portion of the totalreceived. As an alternative, the funds (or portion thereof) collectedfrom the customer can be transferred directly to the transport party. Inthe context provided, the transport party may correspond to the operatoror company that provides the drivers. Thus, the drivers may becompensated by separate arrangements with the operator or company thatprovides the transport (e.g. their employers). Still as anothervariation, some funds may be distributed from the transport service tothe drivers separate from the companies that employ the drivers (e.g.the tip portion). Numerous variations are possible for distributingfunds collected from customers, depending on considerations fordistributing collected funds from the customer.

With reference to embodiments described above, the parameters used todetermine the fare value may include numerous variations. In oneembodiment, the fare value may be based on the route of the transport,as defined by the customer pickup location, the customer drop-offlocation and intermediate points there between. In another embodiment,the general geographic locality where the transport service operates(e.g. a city) may be ‘fenced’ geographically into multiple pre-definedregions. The fare value from one fenced region to another may bepre-determined. Thus, only the pickup and drop-off locations may be usedto determine the fare value. In addition to location parameters, otherparameters set by market conditions, desirability of other parametersmay influence the fare value (e.g. adjust it up or down), or evenprovide the primary factor for determining the fare value.

FIG. 5 illustrates a process for enabling fee splitting amongst multiplecustomers that share a transport, according to one or more embodiments.Conventionally, fee splitting in transport situations (e.g. limos,taxis) is informal and dictated by agreement amongst the customers. Thetime it takes for customers to work out a fee arrangement isinefficient. Furthermore, conventional approaches have an underliningassumption that parties sharing rides know one another, and thus arecomfortable discussing fee arrangement. In contrast to such approaches,an embodiment of FIG. 5 enables transport to be arranged for multipleparties in a manner previously described by other embodiments.Additionally, the transport service can be used to determine the feeportion of each party sharing the transport, and further prompt orautomate the transfer of funds from each party without requiring theindividuals to agree or discuss the arrangement. Among other benefits,the fee payment arrangement can be implemented with minimal involvementfrom the parties. It is also easier for a transport party to provide avehicle to pickup more than one party for transport, even if the partiesare not acquaintances, as the fee splitting is not an issue that needsto be resolved by the individuals.

With reference to an embodiment of FIG. 5, the transport servicedetermines that a particular transport is shared by more than onecustomer (510). The determination can be made in various ways. First,the transport service can be configured to detect when individuals thatare participants of the service enter a vehicle that is also operatingunder the service. For example, such individuals may have handsets thateach runs an application which communicates with the server 300. Thepresence of each individual in the same vehicle may be determined in amanner described with, for example, FIG. 4 (e.g. see 410). When multipleindividuals are in one of the transport vehicles, the transport servicemay assume the fee splitting arrangement is to take place.

Alternatively, the assumption may be a parameter that is weightedagainst other parameters, such as whether the individuals entered thevehicle at the same time, whether they have shared rides in the past orwhether they are dropped off at the same location. As another variationor alternative, the fee splitting may be implemented after individualsin the transport perform a designated action. This designated action cancorrespond to the individuals responding to a prompt delivered to theirrespective handsets. As an alternative, the users may “bump” devices.Bumping can trigger an accelerometer to register the event, and theevent can signify some action like fee splitting. Numerous actions canbe performed to enable the transport service to infer fee splitting isin place.

Once the transport is partially complete (some but not all of thecustomers are dropped off) or fully complete (all of the customers aredropped off), the payment parameters for the fare of each customer canbe determined (520). The payment parameters may be customer-specific(524) and/or collective (528) for the fare, depending on the algorithmthat is implemented. Customer-specific payment parameters include (i)pickup-location of each customer (if different), (ii) drop-off locationof each customer (if different), and/or (iii) ride duration of eachcustomer between their respective pickup and drop-off locations.Collective ride parameters include the starting point (first pickup) ofthe transport and the finishing point (the last drop-off), as well asthe total distance and/or time of the transport from start to finish.

The portion of the fee is calculated for each customer based on thedetermined payment parameters (530). The particular payment parameters,weighting and/or other factors used in determining the proportioningamongst the customers can be a matter of implementation.

According to some embodiments, the fare portion attributable to eachcustomer is then withdrawn from each user's associated online accountand transferred to an account of the transport service, or the transportparty (depending on the implementation). The payment transfer may beperformed automatically, substantially automatically (e.g. prompt userto confirm payment) or manually. For example, in some cases, the usermay have to pay cash or by credit.

FIG. 6 illustrates a method for processing data determined frommonitoring transport amongst parties located at different locations,according to one or more embodiments. A method such as described by FIG.6 may be implemented using components such as described with FIG. 3.Accordingly, reference is made to components of FIG. 3 for purpose ofillustrating suitable components for performing a step or sub step beingdescribed.

Embodiments recognize that utilizing mobile devices with geo-awareresources and communicative capabilities to arrange transports enablesignificant data collection and usages. A transport service such asdescribed with FIG. 3 may arrange transport for multiple vehicletransport services, such as different limousine operates in a designatedcity. In doing so, instances of customer pickups and drop-offs may berecorded, including recording the pickup locations (610) and drop-offs(620). The information may be recorded in the log 394. In someembodiments, the information may be recorded in real-time, although theinformation may stored for use as historical data.

Other information may also be recorded from, for example, by monitoringvehicles available for transport, and/or transports in progress (630).For example, the location of available vehicles may be determined, aswell as the duration of transport between locations.

The recorded information is processed (640). In real-time applications,the information current information at a given instance is extractedfrom the log and processed in accordance with a particular application.One application includes presenting geographic information about popularcustomer pickup and/or drop-off locations. For example, a map may begenerated that identifies the location of or popular recent customerpickups, recent or popular customer drop-offs, current location ofavailable transport vehicles, predicted response times, and predictedareas of traffic congestion.

As another application, historical information from the log 394 may beused to predict demands for transport during given time spans (e.g.weeknights, weekends, between 2-4 pm on Thursdays etc.). The historicalinformation may include customer pickup locations, pickup times,customer drop-off locations and/or drop-off times. This information maybe processed to determine predicted demands for transport at givenlocations and times.

The processed information is then communicated or published tothird-parties (650). For example, the transport service may publish theprocessed information on, for example, a website that is available tocustomers and transport provides. Alternatively, the information may bepublished through applications that execute on user devices. As stillanother example, the information may be generated in the form of reportsthat are emailed or otherwise communicated to parties (e.g. transportproviding parties) directly. Numerous other variations are possible.

FIG. 7A through FIG. 7F illustrate examples of a series ofuser-interfaces that are displayed to the customer from the time herequests transport to the time he arrives at his destination. Asmentioned, a system such as described with FIG. 1 and/or FIG. 3 may beimplemented on handsets operated by customers and respondents. Thecustomer may operate a program on the handset to select transport. FIG.7A shows a presentation and interface, depicting an embodiment in whichthe customer is shown his location and a soft button or icon (anymechanical or programmatic input may be used) to initiate the transportrequest. The presentation and interface may be generated on the customerdevice by an application, such as mobile app that is configured tocommunicate with a transport service. Alternatively, the presentationand interface may be made through, for example, a browser of the device,which connects to a specific website or network location to generate thepresentation (or execute an application for generating the interface).In making the request, an embodiment provides that the customer needonly trigger the soft-feature (or other input mechanism). Once thesoft-feature is triggered, the application (or programming)automatically determines the information that is to be provided with therequest, such as the location of the customer (as determined from theGPS resources of the device), the identity of the customer (as storedfor use with the application), and other information (e.g. such aspicture of the customer).Thus, the customer does not need to enter theaddress, but can compose and send the request for transport, along withinformation to identify the geographic location of the customer, with asimple soft-press or icon selection.

In FIG. 7B through FIG. 7D, progress panels are displayed to thecustomer. In FIG. 7B, the progress panel informs the customer that adriver is being selected (e.g. by process such as described with anembodiment of FIG. 1). A feature 712 is provided to enable the customerto cancel the pickup. FIG. 7C shows the geographic location 722 andestimated time of arrival 724 of the driver. The panel may be updated asthe driver makes its way to the customer, to show how the driver isprogressing towards the customer. In FIG. 7D, information about theselected driver/respondent is shown to the user. This may include animage 732 of the driver's face, as well as the rating information 734associated with the driver. FIG. 7E shows an interface for when the tripis in progress (after-pickup). As a variation, the location of thevehicle in transit may be shown on a map. In FIG. 7F, the customer isprovided an interface that includes (i) a feature 742 displaying thefare price (see e.g. FIG. 4 and FIG. 5), and (ii) an input interface 744to rate the driver.

FIG. 8A through FIG. 8F illustrate examples of a series ofuser-interfaces that are displayed to the driver/respondent, from thetime the request for transport is made from the customer. In FIG. 8A andFIG. 8B, the transport request is received by the respondent.Information contained when the driver receives/accepts the transportrequest include (i) identification of the customer 802, (ii) ratinginformation associated with the customer 804, and (iii) location of thecustomer 806 (which can be displayed as a map).

In FIG. 8C through FIG. 8E, the driver/respondent is provided theinterface to start the monitoring function of his handset. In oneimplementation, the driver/respondent is able to operate a soft button812 to trigger when to start monitoring and when it is to finish. InFIG. 8F, when the fare is finished, the fare amount 822 is displayed tothe driver and confirmation may be provided as to the fare amount. Thedriver is also given the opportunity to provide rating/feedback 832 ofthe customer.

Although illustrative embodiments have been described in detail hereinwith reference to the accompanying drawings, variations to specificembodiments and details are encompassed by this disclosure. It isintended that the scope of the invention is defined by the followingclaims and their equivalents. Furthermore, it is contemplated that aparticular feature described, either individually or as part of anembodiment, can be combined with other individually described features,or parts of other embodiments. Thus, absence of describing combinationsshould not preclude the inventor(s) from claiming rights to suchcombinations.

1. A computer-implemented method for operating a service to arrangetransport between a customer and a driver, the method being implementedby one or more processors and comprising the steps of: (a) responding toa request by a customer at a first geographic location for transport byselecting a driver at a second geographic location to transport thecustomer; (b) tracking the driver from the second geographic location tothe first geographic location to facilitate pickup of the customer atthe first geographic location; (c) enabling the customer to provide afeedback of the driver to affect a service reputation of the driver uponcompleting transport at a third geographic location.
 2. The method ofclaim 1, further comprising determining a fee for transport of thecustomer from the first geographic location to the third geographiclocation.
 3. The method of claim 1, wherein the feedback is a rating. 4.The method of claim 1, further comprising enabling the driver to providea feedback of the customer to affect a customer reputation.
 5. Themethod of claim 1, wherein the feedback of the customer and of thedriver is available to other customers and drivers.
 6. The method ofclaim 4, further comprising determining a traffic pattern in a givenregion analyzing at least one of the pickup location or drop offlocations for the plurality of customers.
 7. The method of claim 4,further comprising enabling a result of said analyzing to be viewable ata website.